Electric train-control system.



H. N. LATEY.

ELECTRIC TRAIN CONTROL SYSTEM.

APPLICATION FILED MAR. s, 1909.

1, 1 1 1,394. Patented Sept. 22, 1914 QR i 4:44am as Suva Mica;

rm: More)? PEIFR (n mmmllruu wAsm/vnnw. 1) t EED-Su s P E TQ F I HARRY' 1v. L mits NEwfYonK, N. Y.,. assienonjtro nuiroimric 'rnnrn sror Y COMPANY, n CORPORATION or MAINE,

I nnncrnrc TRAIN-CONTROL s'Ys'rEn.

Application an March 1909. serial'no aanssa.

Be it knownthatfl, HARRY TN; a citizen of the'United States, residing at the city of New .York, in the borough of Manhattan and State .;of New York, have invented certain new and useful Improvements.

in Electric Train-Control Systems, of which the followingiis a full, clear, and {exact dewhich signalsrail d other prescribed j;traflic conditionsf'are'automaticallyenforced;' I

In the pendingapplications Nos. 466,253,

filed-Dec. 7 190.8,;and 78,869, filed Feb. 19, 1909 and in Patent NO.S'Z9,028, grantedv Dec.

31, 1907, of Ernst-Woltmann, there are set r forth installations having certain broad fea-,

tures .or principles by which c afse'ctional K thirjdrailor trolley of an electric railroad is.

made use of as a lineconductorforjthe;

power current transmission. vThe installa ent and v in the pending application No.

466,253,,t0 Which'reference may be made for. p a more extendedconsijderation. of these gen- A eraluprinciplesf.

Theinyention of the-present application.

relates primarily; to securing theprincipal functions; of the foregoing cases and some additional functions with normally closed operating circuits throughout, whereby all rent in any source.

ends'. .Thethird or power rails or trolleys parts come to trainstoppingconditions; in

case of breakage of any circuit or conduc tor' orshortj circuiting,vor failure. of our- The present invention also secures all its purposes entirely independent -'of any semaphore or signal systems, being self contained and-entirely self operating-whether the. usual signal system i operates or fails utterly. g:

- Figurel ofthe drawingshows, somewhat diagrammatically, a practical installation" emboclyingmhe principles of. my invention. F g. 2'is a detail showing axpower distribut on -rpoint QI'"Sl'12ll'/1O1'l'..

v -R'eferring to the drawingrinwhich like sign, 1 designates a track-way. Each trackparts are designated the samereference way has adusual third-rail: or trolley 2 ,to which power is normally supplied at both ordinarily employed are heavily I made to stand the rough usage to which they are eX- "stein-as ttime Patent. Patented Sept. 22, 1914;.

posed in the engagement of the contact shoes M oftrains and in other ways, so that they necessarily have a large current carrying j capacity; that is tosay, each power rail or jtrolley,-if continuous'throughout its length,

is adapted to serve admirably as a line. conductor'forthe power transmitting system. It is practically important, howevergto have th third rail or trolley made in sections which can be cutout when desired. In'the' present-casethe third rail or trolley is made sectional but the sections are normally joined together to constitute a line conduci i tor for-the power current transmission. In conjunction with this sectional thirdIrail or ratus for carrying out the train tions already alluded to.-

v In the particular. ,illustrationof the present case, the trackway is divided into blocks tionsyabove;{referredv to, have certain com-f5 'mon dominant characteristics, which; have? been set forth -with particularity in the pat}.

denominated A, B, G, D, etc., for which purpose one of the track rails 1 has insulated joints 1 (and also: 1 thereinatthe divi sions between the separate blocks. The other track rail 1, may be permanently continuous to constitute a ground return conductor for the power currenttransmission. It is to be noted that this arrangement. of the 5 track rails is adapted'to the ordinary signal systems in use, and any ordlnary signal systemmay be installed. All the features of the present invention are entirely'independ' a};

ent ofthe signaling systemfproper, and operate regardless of whateverha-ppensto the regular signaling system. Semaphores B,

C andD, areillustrated in the drawing to designateftheqblook entrances and of direction; the system.may. be readily eX- tended to operatelwith trains in both direc-" tions on a single trackway if-desired. The

third rail 2 is also divided into sections 14:

Corresponding inflength to the blocks, 1 but 1 the jointsv '15 are-lapped 'back somewhat from the block entrances. All of the third rail sections are "normally interconnected along the sainexr-trackway and: may be? tween gdiiferenttrackways s0 that they form in efie'ct, a single system oflpower distribu 11;-

ti'on. The connection between the adjacent rail sections 1401? the same trackway, is es tablished by branch Wires 3 and switches 4.

TlheVarious switches 4: are capable ofbe' ing opened so as to cut out any third mu section. The means which I have adapted:

for operating the switches at is independent ofthe semaphore signalsystem and isfur I thermore designed to operatewlth normally closed circuits throughout'so as to produce a train stop actuation in case of any defect whatever. v

10 denotes *latches which restrain f-the" switches a 1n their clrcult closing relatlons against the tension of SPllIIgS' or equ1valent means 8; which areadapted to open the switches 4 when the latter are released by the latches. The 'latches 10 are displaced to release the switches by magnetswhich may be arranged in anydesired way. I have illustrated each latch actuated by a ."differentially wound magnet l lnha ving at least two independent windings in the present case, there being two such windings.

through' which currents flow in opposite directlons so as to neutrallze one another and pro duce an absence of resultant magnetization under normal conditions. I ential winding oteach magnet 11 1s in a circuit WlllClL 1ncludes the other dlfierentlalwindingof the next block sectionlin ad- 'vance. tial' winding of them'agnet 11 at section B is in acircuit which derives its current from- That isto say, the upper diflerenany suitable current source, through the wire Z, the circuit being continued through ..the. wire l to the lower sectional windin C of the nextumagnet 11 in advance,- finally going'to ground. This arrangement is repeated throughout the system. Under these circumstancesthe two sectional windings of 7 any particular ,magnet'll are in entirely separate circuits, receiving current from separate supply points; and grounded at different points Any defect 1n elther circuit will therefore result in the unbalanc- J ingof such neutralization-of two magnets I 11. and"thewresultant magnetization will desire to include-anystyle of-switch trip-i lift the correspondinglatches 10 and release the corresponding switches 4. The

v foregoing tripping means isispecifically apw plicable to groups of twoswitches and constitutes one; feature of my invention The switches-maybedefined as being arranged in groupsy'of'twq sincethe circuit begin.- nlng w1th the wire 16 and going through --the sections ofwire l, 1, 1 and 1 to the conductor .1 passes through two magnets 11.;0 It. 1s .OlJY1OI1S, however, that the 1n vention is not limited in its combination aspects to any particular tripping means. I

ping means for the generahfunction of trip; ping glOllPS COIIlPI'lSll'lgwib {plurality ,of

switches asa basisof the, combination claims opened, to their closed positions,

on this invention, and v which incl-ridev other features later described. The current for,

the diiferentialor tripping magnet circuits may be obtained'ffroiu my suitable source; but I prefer to use therefor aspecial wire IG'eXtending from the train dispatcher ls .oifice and controlled by aswitch 17. The latter isr'ny preferred plan since in. caseof' a wreck, or other extraordinary,Tconditions,

the switch l7 Zinaybeopened and a wrecking train allowed tofcreepup behind the stalled or wrecked train without regard to the; ordinary block regulations,-etc. As will later appear, I alsoprovide meansffor 're-- storing anyv switches 4 which hare been "The unbalancing of the "magnets; l1, and I the trippingj of-the switches Ajoccur for proper train stop purposes as --.-'we1 1 deandwis"normallyelectrified by a connection m 'from'any suitable current source 21.

designates a circuit (lGI'lVlIlg current magnet 22, the circuit being completed: to the ground rail-1; The energlzatlonof from the sub-division 20 and inclu'ding a p each magnet 22 normally maintains an;

armature 28' against its frontfistop"124:,flo cated in one of the diiferential or tripping magnet circuits, alreacly'referred to, and which is normally kep't' closed thereby. It is to be noted that thls circuitcloser'23; '24,

block or point, but* for convenlence'maybe considered as :applied particularly tothe is at the location oftherearmost-of the two tripping magn'e'ts 11 included; in the corresponding circuit. i

v The foregoing description applies to any 1 i apparatus at'the entrance-to ,block (1 But '1 this apparatus also :includes a magnet 26 which derives" its current accordance with track-conditions in 'the 'block madi Vance-(block D). Thetrack rail section 27 of block D, which may be termed the block 1 railsection as distinguished fromtheiblock entrance rail sub-division 20, has afv'v-iI-e o whlch extends 'b'ack through th'emagnetQG:

at the'entrance of block C to ground';at- 28. {Each block rail section27 is normally'elece' trified aqconnection r from any suitable current source, so that current flows tliIOug-hf each 'clrcult 0 and magnets' 26 to ma ntaln them constantly energized. Each ,,magnet t 26 hasanarinature '30 which closesover the" armature and mamtalns thesame against its front stopg, even, although the magnet 22 should: be. temporarily de'nergized. The

which may arise in practice and show that this apparatus effects a proper working under, all conditions.

. sult of the presenceof the train on block D- It may first be assumed that no'trains are present anywhere in the vicinity. In this case all the magnets 22 and 26 will be energized, as already described, and currentwill be flowing through the differential windings of each magnet 11 to prevent the tripping of the switches 4. The thirdrail sections 14 will'therefore be. electrified. Now assume that a train T has proceeded through blocks A, B, and C, and hasijust passed on to the block'rail section27 of b'lock'D. The result will be to ground the block rail section 27 through the wheel axles," so that the current which flowed through the wire 0 is now terminated and the'magnet 26 at the entrance to block .0 is deenergized permitting its armature to fall. This is the only directre- Nor are-any indirect results set up by the foregoing circumstances because the magnet 22 at the entrance to block C remains energized and keeps its armature 23 against the front stop. The corresponding tripping magnet circuit is'therefore not disturbed. Now assumethat 'a following train T approaches behind T block C, the current of magnet 22 thereat is shunted and the armature 28 falls, opening the tripping magnet circuit and. unbalancued through the magnet ill-of the station in advance, also unbalances that'magnet. The result is to simultaneously trip the switches 4 on both sides of block C, so that the correspondingthird rail or trolley section 14- is cut out. The result is to deprive train T of power assoon .as ittintrudes on. block C.

This is as it should be since the following train T had no right to approach so closely behind train T and should have] been ever; the position of theadvancetrain T .This train may pass onto block B without effect, but on passing onto block entrance rail sub-division 20. of.

may be because wherever this trainf islocated, it necessarily temporarily grounds some one of the block rail sections 27, and the. following train T can never derive current to pass through the block behind, be-

cause immediately that it attempts to do so, its power rail section becomes cut-out. But

the power railsections are not cut-out in normal working by any position of the trains, provided the latterobserve the signalsvand traflic regulations.

It .isunnecessary to consider in greater detail the various contingencies which might. arise in practice. All circuits are normally closed and all conditions provided for. so as to insure stopping the trains either on account of their ownmisbehavior or defects in the system. In viewiof this fact, a com.-;

paratively cheap and simple signal system may be employed because the'train stop is independentlof the signal system and serves as a check on the latter, stopping the trains and preventing accidents even although the signal system might operate to give the trains an improper clear signal.

I Self restoring features.-1 provide means byfwhich any switches 4, which have been opened, may be reclosed again as soon as normal trafiic conditions are resumed. B5 is a circuit wire. from the traindispatchers office from which extend branch connections p which are adaptedto cause the energiza- 'tion of. magnets 36, which in turn control theclosing of the switches 4, a switch in line 35, enabling the operator toeifect such closure. The magnets 36 may be controlling magnets operative in any manner for effectiing= a closure of the swltches 4 whenever switches 4. The circuits. of the magnets ing .the differentiallywound magnet 11 at this'point. The same circuit, being contin- 36 are so arranged that these magnets are, energized as soon as it is proper for a following train to derive current and proceed after it has been automatically stopped as above described. For this purpose each of the circuits 0. which have already been mentioned and which lead from a block rail section 27, has a magnet 40 therein acting on count of its engagement with the armature 23 which is directly connected to the potential wire 16 by thelead Z. Under certain circumstances therefore, current-flows from armature 80, through front. stop 42, armature 41, magnet 36, a switch 44, and wire .10

this point or station is completed.

switch 4 at the entrance to block D accord to the line 35, which is preferably a separate wireto the 'despatchers office; The switch 44 is mechanically displaced by the opening ofthe switches 4 to close the corresponding circuit {0 in any obvious manner, such for example as illustrated in the. drawing. In

this way the circuits 7) arecl'osedat the switches 44 whenever the main switches 4 open, and current passes or. not in accordance with the conditions of the' armatu'res 41, 30. I will now analyze-the different trafiic conditions and show that the move-' ments of the armatures 41 and 30, produce an energization of the magnets 36 only when normal running stored.

Normally, of course, the switches 4 are retained closed by their latches and it is only when they are tripped to open thatan opportunityis presented for an actuation of the restoring magnets 36. This latter condi tion is only normally produced by the improper separation of two trains as already described. For example, the concurrent presence of two trains in blocks'C and D has the efi'ect of opening the switches 4vat both ends of olocla. G, as already described. As-' sume now that train T moves away leaving the train in block G temporarily stalled without power current to proceed. As soon as the train T passes out of block D current is permitted to passthrough the wire 0 from the rail 27 of this block and energize. the magnet 26 at the entrance to block O.-

The energization of this magnet attracts the armature 80 at the entrance to block C, but the armature 41 at this particular stationis not attracted at this time so thatthe' circuit p at this point is not completed. How-1 ever, after the advance train T. has proceeded through another block, the magnet 26 at the entrance to block D will be energized. It is evident that the magnet 40 at this station is already energized, so that the circuit lat ingly is closed and the power rail section 14 of block G is electrified at one end. This is sufficient to get the stalled train out of thesection after which the other main switch 4 closes; thus restoring the system completely to normal. It is evident that the foregoing a'ctuations of the restoring mechanism do not effect in any way the regular normal action 7 of the armatures 23 and 30, or the tripping magnet-circuit or circuit 0.

In'case of a wreck 01 other extraordinary conditions, the switch '17 isopened so as to prevent the repeated tripping of the switches 4, 'when it is intended to have a wrecking train, for example, creep up immediately behind the stalled or wrecked train.

Power feed or supply stations.ln Fig. 2

I have illustrated a slightly modified constructionof the parts adapted to be pro-- or traflic conditions are re- 'vided at the power 'supply or, distribution" points of the railway. In'th'is case it is obviously important to have a power -cur-. rent transmission in both directions, and the power transmission in one direction from the point of supply should not be interferred with on account ofthe cutting out of a third rail section on the other-side of such point of supply. For example, referring to Fig. 2, and '50 may denote "points at which power feeders supply the system. [Ifboth these points of supply. werecontrolled a single switch 4,-"it is evident that power would'be cut ofl in both directions from the point of .supply whenever said switch 4 opened, for example, to cutout a power conductor section on one slde only, say behind denoted Z and Z and have the same functions.

and effects asthe correspondingpartial circuits shown in Fig. 1. The? other sections of the differentially wound magnets l1-are1in a.

simple local circuit front the potential wire; 'l6 to the ground rail 1 a lVhile I havereferred in the foregoing description and in the claims to powerrail or trolley sections normally joined together in an unbroken series, it'is of course to 'be understood that in a complete railway system of the ordinary character with: various distribution power stations and power points, occaslonal interruptions-are necessary, but the words'ofthe claims apply of course to any one of the division 'or units in railway in v ll practical purposes; lVhat I'claim,.i

this case, which areeach virtually a complete L'In anelectric" railway system, a sec-' tional power conductor, switches for joining the SQCt-IOIIS of sald conductor in anunbroken series, said switches having a biasfor open posltion, ho'ldmg means for retain mg said switches in closedposltion, a plurality of normally energized circuits each including at leasttwo electro-magnetic ap pliances, each ofsaid electro-magnetic appliances controlling one of said holding devices, and means controlled by the presence of two trains spaced apart less thana determined distance ford'eenerglzlng one of sald normally energized circuits.

2. Inan electric railway system, a sectional power-conductor, switchesfor joinmg the SGCtIO-IISOf s'a1d conductor in un-' broken series, said'switches having'a bias toopenposition, holding means for retaining a h of said switches closed, near-mitigates devices for controlling said holding fmeans,

each ofsaid devices comprising'severaldifferentially-wound windings, a plurality of normally energized circuits each including windings, onefin each of at leasttwo different ones ofsaid devices," train; controlled -means for oleenergizi'ng one of said clrcults and therebyopening the switches controlled thereby, and v means for restoring said switches to closed position.

3. In an electric railway system,- a sectional power conductor, switches for joining the sections of said conductor togetherin an unbroken series, said switches having a bias for open position, holding devices for retaining each of said switches in closed position, means comprising a c rcuit lncluding electro-magnet1c appllances through which current normally flows, for controlling a limited number of said holding devices, two separate normally [energizedyauxiliary circuits each having an ele0tr0-magnetic device therein, and means f controlled by said elec- .tro magnetic devices for interrupting the current flow in saidfirst mentioned circuit,

- said means interrupting said current flow when both of said electro-magnetic devices are denergized.

- 1 LIn an electric railway system, a sectional power conductor, switches" having a bias to open position for joining the sections ofsaid conductontogether in an unbroken series, holding means for. ma1ntain1ng said switches closed, means comprising normally ienerglzed circuitseach includlng an electromagnetic device for disengaging one of said holding means, said last mentioned means being inoperative as long as current flows through said circuits, separate auxiliary cir- =-fcuits each having a magnet therein through: 1 which current normally flows, said lasta named circuits being deenergized by the presence of two trains at'determined points alongycthe trackway, and armatures for said magnets, one of'which'armatures closes one of said first-named circuits and the other of a which armatures when attracted; holds the tionalv power conductor, switches normally joining the sections together in an unbroken series, differentially wound magnets for controlling said switches, and a plurality of circuits each including winding on each magnet of a group of said magnets through which current normally flows.

6. In an electric railway system, a sectional power conductor, switches normally joining the sections together in an unbroken series, differentially wound magnets for controlling said switches, circuits each including a winding on each of agroup of said magnets, a common source of supply for normally energizing said circuits, and means at the despatchers station for interrupting said supply. I p

7 In anelectric railway system, a sectional power conductor, switches normally joining the ends of the sections together in an unbroken series, means actuated by two improperly spaced-apart trains for opening a plurality of said switches relatively adjacent to each other as compared tothelength of the power conductor, and means comprising circuits each completed at one point 1 by the opening of one of said switches, and

electrical appliances controlledby said circuits, for restoring the switches to closed circuit positions when normal trafiic conditions of the trains are resumed. V

8. In an electrlc railway system, a sectional power conductor, switches for 30ming thesections of said conductor together in an unbrokenseries, means for opening said switches, controlling meansKfor sald 1' switch opening means, Stud. controlling;

means comprising difierentially wound magnets, separate circuits each including a Wind ing of a magnet and means for altering the circuit conditions in said separate, circuits, said last mentioned means} including normally energized auxiliary circuits controlled by the movement of trains alongthe track. a

In testimony whereof, I subscribe my signature, in the presence of two witnesses.

' HARRY N. LATEY. Witnesses:

WALno'M. CHAPIN, WILLIAM LEVY.

Copies of this patentmay be obtained for five cents each, by addressing the fcommi ssioner o1 I'atents,

Washington, DJO. 

